Switch throwing device



Feb. 2, 1932. A.- J. GURNEY swncn THRDWING DEVICE Filed'May 9, 1929 3SheetsSheet l gm'n ioz A J Gil/1265 W ltmm Feb. 2, 1932.

SWITCH THROWING DEVICE Filed May 9, 1929 3 Sheets-Sheet 2 A. .1. GURNEY1,843,766

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Patented Feb 2, 1932 UNETED STATES PATENT ALBERT J. GUBNEY, OF CANTON,OHIO, ASSIGNOR TO THE AMERICAN MINE DOOR COM- IANY, OIE CANTON, OHIO, ACORPORATION OF OHIO SWITCH THROWING DEVICE Application filed MayjS,1929. Serial No. 361,607.

The invention relates to devices for controlling the operation of railswitches, such as are used in mine tunnels or on other trolley lines.

In the operation of switch throwing devices commonly in use at-thepresent time, considerable difficulty is had with arcing at the trolleywire when the connection is broken with the contacts operating thedevice.

Another difficulty arises if the car or locomotive is brought to a stopwhen the connection is made with the contacts operating the device, asthe heavy current load flowing through the trolley wirewill burn out thecoils of the deviceif permitted to flow therethrough for too long atime.

The objects of the present invention include means for substantiallyreducing arcing at thetrolley wire, and means for limitthrower showingthe method of connectinging the length of time that currentwill flowthrough the coils of the device under ordinary conditions.

Thus, with a coil of a given size, limited to I a given pull, thepresent arrangement provides for securing a greater pull from the samesize coil,or the same pull from a smaller size coil. These results areaccomplished due to the fact that sincethe current flows through thecoils for only a very limited time, a current load much greater thanthat at which thecoils are rated may be employed. The present inventionpermits the use of very powerful coils, since the same are onlyenergized for a fraction of a second and thus danger ofburning out thecoils is eliminated.

, Further objects of the improvement are to provide a switch throwingdevice which will indicate to an approaching'car operator the positionof the rail switch; to provide means for automatically reversing theposition of the rail switch when a car approaching from one directionreaches a point at a fixed distance from the switch; to provide meansfor preventing the operation of the rail switch in case it is in thedesired position when a car approaches; and to generally improve andsimplify the construction and operation of switch throwing devices.

An embodiment of the invention thus set forth in general terms isillustrated in the accompanying drawings in which Figure 1 is a planview of the improved switch thrower and a portion of the track, showingtherelative position of the device and a rail switch;

Fig. 2, a plan view of thedevice with'the cover plateremoved, partsbeing broken away for the purpose of illustrating the internal members;,7

Fig.3, a side elevation as on linev 3-3, Fig. 2, parts being broken awayfor the purpose of illustration; H

Fig. 4, an enlarged fragmentary elevation, showing the constructionof'the contact arm and the relative position of the contacts;

Fig. 5, a fragmentary transverse sectional view as on the lines 55,Figs.3 and 4; and Fig. 6, a wiring diagram of the switch it with the trolleywire.

Similar numerals refer to similar parts throughout the drawings.

The switch thrower indicated generally: at 10, may be mounted onbeamsorties 11, or the like, and includes a housing 12 having acylindrical portion 13. Solenoids 14 and 14' are located within thecylindrical portion 13, their axes being in alinement. Disks 14",preferably of insulation material, are provided at each end of thesolenoids 14 and 14 to properly insulate the solenoids from each otherand from the housing.

JAn armature 15 is slidably mounted in a tube formed thereonatoggle yoke22 to which I the link 18 is connected. A bar 24 is pivotally mounted inthe ends of the arms 23 and 23 of'the yoke 22, and the top of the bar.24 has rigidly mounted thereon a head25.

One end of a rod 26 is arranged to slide in the head 25, through anaperture 25, and the other end is rigidly mounted in a head 27. Ahelical spring 28, interposed between the head 25 and the head 27, urgesthe head 25 to slide outwardly from the head 27 upon the rod 26.

The head 27 is pivotally mounted, by means of a pivot pin 29, in theenclosed end 30 of a large toggle yoke 31 having arms 32 and 32. The arm32 is pivoted at the open end of the yoke 31, as at 38, upon a bracket34, formed upon the housing 12, and the end of the arm 32 is pivotallymounted in the housing 12 by means of a pin 85 journaled in a boss 36and alined with the pivot 38.

As best shown in l ig. 4, an insulation bar 37 is bolted upon the underside of the arm 32', by means of bolts 38, and an insulation plate 89 isinserted between the arm 32 and the bar 37.

U shaped brackets 46 and 40 are bolted to the insulation bar by means ofbolts 41 and 41, respectively, and the heads of these bolts areinsulated from the arm 32 by means of the insulation plate 39. lhebrackets 40 and 40 comprise the vertically depending flanges 42 and 42,respectively, and web members 43, 44, and'43 and 44 respectively.

The web members 44 and 44 have formed thereon bosses 45 and 45,respectively, in which bolts 46 and 46' are slidably mounted. The bolts46 and 46 have formed thereon rectangular contact heads 47 and 47,respectively, arranged to slide in rectangularapertures 48 and 48 formedby flange 42 and web-members 43; and flange 42 and web members 43,respectively.

Nuts 46a and 46a act as stops to limit the downward movement of thebolts 46 and 46, respectively, and the contacts 47 and 47 areelectrically connected by means of a wire W. Compression springs 49 and49 resist the upward movement of contact heads 47 and 47 respectively,when they make connection with lower contacts 50 and 50.

The lower contacts 5O'and 50" are rigidly mounted instationaryinsulation blocks 51 and 51, which are secured to'the housing12. A pair of contacts 52 are also mounted in the locks 51 and 51 andmake connection with a contact 53, mounted on one end of the bar 37 andgrounded againstthe arm 32.

The lower end of the shaft 21 has fixed thereon a rocker arm 54, whichis pivotally connected as at 55 to a link 56, which may be operativelvconnected to rail vitch 57, as shown in Fig. 1

A conductor 58 leads from a trolley contactor 59, located just above thetrolley wire T, as shown diagrammatically in Fig. 6, to the solenoid 14,and a similar conductor 58 leads from a similar trolley contactor 59 tothe solenoid 14.

A conductor 60 connects the solenoid 14 WiJll the contact 50 of theblock 51, and a conductor 60 connects the solenoid 14 with the contact50 of the block 51. Conductors 61 and 61 lead from contacts 50 of theblocks 51 and 51, respectively, to the trolley wire T.

Conductors 62 and 62 lead from contacts 52 of blocks 51 and 51,respectively, to signal lights 63 and 63, which may be mounted from thatdirection. A car approaching from the opposite direction willautomatically operate the switch if it is not in the proper position bythe engagement of its wheels with the members 57.

Referring to the wiring diagram, Fig. 6, the operation of the device isas follows:

As a car or locomotive approaches a rail switch in the direction of thearrow, the trolley wheel 65, which is connected through the switch 66,normally closed, to the motor 67 and thence to the ground 68, passesunder one of the trolley contact-01's 59, which is placed at apredetermined distance from the rail switch along the track. Thecontactor 59, being spaced from the trolley wire T and having a taper onits under side, causes the trolley wheel 65, by reason of this taper, tobe depressed from and break connection with the trolley wire T.

At this moment, if the toggle switch 20 is in the position shown in Fig.2, current will flow from the trolley wire '1, through conductor 61 tocontact 50, of the block 51, hence through conductor 60, solenoid 14'and conductor 58 to trolley contactor 59; and thence through trolleywheel 65, switch 66 and motor 67 to the ground 68.

When the solenoid 14 is thus energized,

armature 15 is pulled toward it, rotating the shaft 21, and therebychanging the position of the rail switch 57 When armature 15 has nearlycompleted its travel, the spring toggle switch 20 is thrown, bringingthe con tacts 47 and 47 in contact with contacts 50 and 50 of the block51.

Thus current instantly ceases flowing through the solenoid 14, as soonas rail switch 57 is thrown, and as the trolley wheel travels past thecontactor 59. it will make contact with the trolley wire T, and againsupply the motor 67 with current directly from the trolley wire T.

It will be seen that no matter how long the trolley wheel is in contactwith the trolley contactor, current is prevented'from flowing throughthe solenoid long enough to damage the wiring. V

Arcing is practically eliminated at the contactor which is in the closedcircuit due to the fact that when the trolley wheel is pulled away fromthe trolley Wire by the contactor, current is flowing through thecontactor to the trolley wheel: and when the trolley wheel leaves thecontactor, current is again flowing through the trolley wheel from thetrolley wire T.

The signal lights 63 and 63 are connected across the trolley wire Tandthe contacts 52, as shown, so that when the toggle switch 20 is inthe position shown in Fig. 2, the light 68 is on, properly indicatingthe position of the rail switch; and when the toggle switch 20 isthrown, and the position of the rail switch changed, the light 63 isextinguished and the light 63 comes on.

Now if the position of the toggle switch 20 is reversed from that shownin Fig. 2, when the car or locomotive approaches the rail switch, thetrolley wheel 65 passing under the contactor 59 will have no effect uponthe armature 15, as the circuit is broken between contacts 50 and 50' ofthe block 51. But when the trolley wheel 65 passes under the contactor59, the solenoid 14: will be energized, reversing the position of therail switch 57 and the toggle switch 25.

If, when the car or locomotive approaches the rail switch, it is seen bymeans of the sig nal lights 63 and 68 that the switch is in the positiondesired, the operator may by opening the switch 66, coast past thecontactors without changing the position of the switch.

Although the housing containing the switch throwing mechanism isillustrated as located in a horizontal position, it should be understoodthat in cases where there is not sutficient room to so locate thehousing, the same may be placed in vertical position, as against a wallof a mine tunnel, without dedarting from the invention.

It will be seen that should the car be brought to a stop with thetrolley wheel in contact with either of the contactors, the coils willnot burn out, as for example if the trolley wheel is in contact with thecontactor 59, with the switch in the position shown in Figs. 2 and 6,the current will first flow through the coil 14 and the switch Will bethrown to the opposite position. In this position no current will flowthrough the coils since the circuit through coil 14 is broken and theswitch andcoil 14: are in a separate circuit with the contactor 59. Thusthe pro-.

vision of the two contactors at the forward side of the rail switchprevents burning out of either coil in the event the trolley wheel comesto rest in contact with one of the contactors.

I claim:

1. Rail switch actuating mechanism including a pair of solenoids, anarmature located through the solenoids, a rail switch operativelyconnected to the armature, an independent circuit for each solenoid,means common to both circuits for simultaneously breaking one circuitand closing the other, and independent means for energizing eachsolenoid.

2. Hail switch actuating mechanism .including a pair of solenoids,an'armature 1ocatcd through the solenoids, a rail switch operativelyconnected to the armature, an independent circuit for each solenoid, aswitch operatively connected to the armature for simultaneously breakingone circuit and closing the other, and independent means for energizingeach solenoid.

3. Hail switch actuating mechanism including a pair of solenoids, anarmature located through the solenoids, a rail switch operativelyconnected to the armature, an independent circuit for each solenoid, atoggle switch operatively'connected to the armature for simultaneouslybreaking one'circuit and closing the other, and independent means forenergizing each solenoid.

4. Rail switch actuating mechanism including in combination with atrolley, a trolley wheel normally engaging the trolley, a pair ofsolenoids, an armature located through the solenoids, a rail switchoperatively connected to the armature, a separate circuit for eachsolenoid, a trolley wheel contactor in each solenoid circuit and locatedadjacent the trolley, whereby contact between the trolley wheel and eachof the contactors will energize one of the solenoids, and means commonto both circuits for simultaneously breaking one circuit and closing theother.

5. Rail switch actuating mechanism including in combination with atrolley, a trolley wheel normally engaging the trolley, a pair ofsolenoids, an armature located through the solenoids, a rail switchoperatively connectedto the armature, a separate circuit for eachsolenoid, a trolley wheel contactor in each solenoid circuit and locatedadjacent the trolley, whereby contact between the trolley wheel and eachof'the contactors will energize one of the solenoids and atoggle switchoperatively connected to the armature for simultaneously breaking onecircuit and closing the other.

In testimony that I claim the above I have hereunto subscribed my name.

ALBERT J. GURNEY.

